The Owner of the EDM-960 must keep this manual J.P. INSTRUMENTS PO BOX 7033 HUNTINGTON BEACH CA Last printed 1/24/2013 4:16:00 PM

Transcription

1 Page 1 of 45 Rev C TABLE OF CONTENTS 1. Revisions 2 2. Read This First 2 3. Instrument Marking 3 4. Primary TSO Label 3 5. Operation and Abbreviations 4 6. Alarm hierarchy 5 7. Dimming 5 8. Locating and Installing the Indicator and Remote Alarm Display, RAD 6 9. EDM-960 Key Card Installation Power Connection Probe Wiring Wiring Markings Exhaust Gas Temperature Probe (EGT) Installation Turbine Inlet Temperature (TIT) Probe Installation (optional) Cylinder Head Temperature (CHT) Probe Installation Outside Air Temperature (OAT) Probe Installation Compressor Discharge Temp Probe Installation (optional) Carburetor Probe Installation (optional) Oil Temperature Probe Installation Oil Pressure Sensor Installation Fuel Pressure Sensor Installation Ammeter Shunt Installation General Fuel Flow Transducer Installation Fuel Level Interface Installation GPS Interface Manifold Pressure (MAP) Sensor RPM Sensor installation EDM-960 system Specifications and Limitations EMI Radio Test: Component Parts List Weight and Balance Data Pilot Programmable Mode Trouble Shooting Connector Pin Assignments EDM-950, J1 through J J3 Oil-P, MAP, RPM PN J4 (FF, GPS, AMP# 2 )PN J5 PN (Tanks, Fuel Press, Amps) P8 Harness Display PN Instructions for Continued Airworthiness (ICA) 45 The Owner of the EDM-960 must keep this manual J.P. INSTRUMENTS PO BOX 7033 HUNTINGTON BEACH CA Last printed 1/24/2013 4:16:00 PM

2 Page 2 of 45 Rev C 1. Revisions REV Description Date Approval B Added Revision box, new pictures of 900 and 930, page 6. Abbreviations page 4. Revised jfp C Added new pictures of fuel pressure and Oil Pressure jfp 2. Read This First The following notes apply to a new installation. Read this section before proceeding. The JPI warranty found in the back of the pilots guide clearly states that JPI will replace defective parts under warranty, but does NOT cover labor to remove or install any parts. The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with AMP tool or equivalent. Fold back the wire double before crimping terminals. This installation will require some parts unique to your aircraft that are not supplied with the kit, (including but not limited to tie-wraps, hoses and fittings). Acquire all the necessary parts prior to beginning the installation. Do not use aluminum fittings or Teflon tape or pipe sealant with the FXT-201 or FXT-231 fuel flow transducer. Write down the K-factor engraved on the side of the fuel flow transducer here. Once the transducer is installed and covered with the fire sleeve, you will not be able to access this K factor. Determine the locations of all holes before drilling to ensure that nothing interferes with the probe, clamp, clamp screw or wire. Provide service loops at the instrument so that it can be moved for maintenance or troubleshooting. Thermocouple wire length is not critical. Trim to required length, allowing for service loops at the engine so that probes can be swapped with probes on adjacent cylinders for troubleshooting purposes. Dress all wires away from high temperature components such as exhaust stacks. Never splice thermocouple wire using copper wire. Use only K-type thermocouple wire. Solder using zinc chloride flux such as Nokorode brand rosin flux alone won t work. Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow). The DAU EDM-950 must be grounded at the engine, not at the avionics ground. Record the installation of the EDM-960 on a FAA form 337. Make an entry in the aircraft logbook.

3 Page 3 of 45 Rev C 3. Instrument Marking The TSO label on the instrument is marked as to the instrument s configuration and DO-160 and DO-178 testing. The EDM-960 system consists of one (1) EDM-930 Display P/N C-120, two (2) EDM-950 s P/N B-(xxx), two RADs P/N , and all related wiring and connectors. Model Number / Part Number EDM-930 PN C- [120] EDM-950 PN B- [XXX] PN Description Display only with TFT (liquid crystal) Type DAU (Data Acquisition Unit RAD (Remote Alarm Display) PRIMARY INSTRUMENTS NON-PRIMARY INSTRUMENTS EGT FUEL Remote EGT Time to OAT, AMP, VOLTS, CARB, IAT FLOW Display 4-9 empty CHT FUEL PRESS TIT OAT CARB Required to WP Shock Cooling Lean Find OIL TEMP RPM CDT Volts Reserve at Differential EGT Amps WP OIL PRESS MAP FUEL Quantity IAT MPG Percent of HP Example PN (X)-(XXX) (X) denotes EDM-900 or EDM-930, (XXX) denotes Part Number for a specific aircraft with or without and engine STC. Each PN is specific to a Make and Model Aircraft with or without STC. In which the information is gathered from the Aircraft POH or STC Data sheet. Aircraft type w/engine STC No. if applicable JPI assigned Data Base Part No. per Limits found in the POH or engine STC for a specific aircraft Part No. Displayed on 930 RAD at Start-up or 900 message area Cessna 182-P X-534 Cessna 182-P, STC12345NW X Primary TSO Label

4 Page 4 of 45 Rev C 5. Operation and Abbreviations The EDM-960 is a combined electronic indicating system which simultaneously displays to the pilot powerplant and aircraft systems operating parameters. It includes the following indicating systems; replacing all previous primary digital and/or analog instruments: Message Area Abbreviation in parenthesis. (X)* denotes cylinder No. Gauge Function Primary Engine rotational speed Engine Manifold Pressure Engine Cylinder Head Temp Engine Oil Temperature Engine Oil Pressure Fuel Pressure Fuel Flow to engine Comp. Discharge Temp. Turbine inlet Temp. Left side Turbine Inlet Temp. Right side Single Turbine Inlet Temp. Non-Primary Exhaust Gas Temp. Shock Cooling of CHT Differential Temp. of EGT Bus Voltage Amperage Load Outside Air Temp. Estimated Time to Empty Fuel used to date Estimated Remaining fuel Estimated Fuel required to Waypoint Estimated Fuel Remaining at Waypoint Nautical Miles per Gallon Brightness, Dim control Message Area Alarm Abbreviation Primary RPM xxxx MAP xx.x in hg CHT2 xxx o F O-T xxx o F O-P xxx o F F-P xx PSI F-F xx.x GPH CDT xxx o F TIT-L xxxx o F TIT-R xxxx o F TIT xxxx o F Non-Primary EGT2 xxxx o F CLD xx o /MIN DIF xx o F Volts xx.x AMPS xx OAT xx o F Est. T to E xx:xx H:M USED xx.x GAL Est. REM xx GAL Est. WP REQ xx GAL Est. WP RES xx GAL ECON xx.x MPG DIM/BRT 5.1 Remote Alarm Display Operation The RAD is composed of two (one per engine) red 0.2 high by 8 character displays. The RAD displays flashing alert messages when any of the parameters reaches its preset trigger point, otherwise the RAD is dark. The RAD also serves as an alert back-up if the main LCD display screen becomes inoperative. Some alarm examples are; CHT over-temp: HIGH-CHT, oil over-temp: OIL-TEMP, RPM over-speed: HIGH-RPM. The RAD will extinguish when no primary alarms exist or when the pilot acknowledges the alarm by tapping the STEP button on the EDM On initial startup or whenever power is turned on, the words EDM-960 PRIMARY are displayed, followed by the make and model of the aircraft for which the primary limits are set.

5 Page 5 of 45 Rev C 6. Alarm hierarchy When a measurement limit is reached, the pilot can momentarily tap the STEP button on the EDM-960 instrument to extinguish the particular flashing alarm acronyms. If another measurement has also reached its limit, that label will then begin to flash. The pilot should continue to monitor the affected parameters (just as he would using a conventional analog display that had reached a limit). The bar graph functions of CHT, EGT, and TIT remain displayed for easy reference should one of these limits be reached. 1. OILP_LO. 2. FP_LO. 3. OILT_HI. 4. CHT. 5. TIT. 6. FLVL. 7. REM. 8. FP_HI. 9. MAP. 10. DIF. 11. CLD. 12. RPM. 13. OILT_LO. 14. VOLTS. 15. OILP_HI. 16. AMPS. 17. CDT. 18. RES. 19. EGT. 20. Fuel Flow. 7. Dimming Automatic dimming is provided to dim both the panel display and the remote alarm display, RAD. Dimming can also be accomplished manually to change the Automatic setting. Tapping the far right button below the display decreases brightness. Continuously holding this button increases brightness mode display. Each EDM-950 has four mounting holes to mount to the avionics equipment rack or to the cold side of the firewall. The data ports are then connected to the display unit via a harness terminating at the EDM-930 display with a 25 pin D-Sub connector. Remote Alarm Display PN DAU EDM-950 P/N B

6 Page 6 of 45 Rev C 8. Locating and Installing the Indicator and Remote Alarm Display, RAD A) The diagram below should be used as a guide for cutting and drilling the mounting and buttonholes in the instrument panel. The dimensions shown are for the final cutouts. Allow extra clearance for any panel finish such as powder coat. The plastic button caps are removable by grasping and pulling each off. The EDM-930 mounts in a 6x4.5 cutout. Mount the indicator using the figure below as a guide. If the panel has too many holes for a clean installation, it is recommended that an.10 aluminum overlay panel be constructed and installed over the original instrument panel and the EDM be installed into this overlay panel. B) The Remote Alarm Display PN mounts in a 5/8 inch hole in the panel immediately above the Attitude Gyro / D.G. / HSI +/- 0.5 inches from their centerline directly in front of the pilot. EDM-930/960 PANEL CUTOUT

7 Page 7 of 45 Rev C Figure 2: EDM-960 Mounting Area EDM-960 Display Installation Choose the Proper Installation Location The display is best located within the natural scan and easy reach of the pilot. The recommended mounting location is defined as the distance from the vertical centerline of the Primary Flight Instruments to the outer edge of the further most gage displayed on the EDM-930. HORIZONTAL ORIENTATION: The EDM-960 display may be mounted from the vertical centerline of the Primary Flight Instrument T to a maximum of 21 to the further most gage of the EDM-930 display and to the left of the centerline as much as needed. See fig 2 VERTICAL ORIENTATION: The EDM-960 to be mounted within +/- 10 from the horizontal centerline of the Primary Flight Instrument T. The installer should insure that the EDM-960 display is not obstructed by either the glare shield or the control wheel. The installing A&P and IA should decide that where the installation is to occur does not conflict with the viewing angle requirements listed above. Note: Any appliances that are installed under the original Type Certificate (TC) that require relocation should be relocated in accordance with the guidance provided in AC B, Section 15.4 (presented below). Special care should be exercised to insure that proper pilot visibility of displays and pilot access to controls in not interfered with, with respect to relocated instruments and non-relocated instruments.

8 Page 8 of 45 Rev C 9. EDM-960 Key Card Installation The EDM Key Card activates the primary engine instrument limits for you engine monitor. This key card contains the primary engine POH markings data. After installation do not remove the Key Card from the instrument. The key card is programmed with the serial number of your EDM and the make, model and year of your aircraft. Every time you power up the EDM, the Remote Auxiliary Display (RAD) will show your aircraft make and model in the right engine RAD. The Left RAD will display EDM-960 Each system is configured to a specific aircraft type. Therefore for example, a Cessna 310R would have a different series Part number than a Cessna 310Q. Installation With the EDM removed from the aircraft, position it on a flat surface with the rear of the instrument facing you as shown below. You do not have to remove any cables if you have sufficient service loop available. Follow the appropriate instructions below. Open the small access door on the side of the EDM-930/960 Display using the appropriate tool. UP KEY CARD Hold the Key Card so that the UP arrow is facing up and in insertion arrow is facing to the right. Insert the Key Card in the guide rails until you feel it snap into place. Secure the access door. Power up the EDM and confirm that your aircraft make and model is initially shown in the RAD upon power up. Install the EDM back into the aircraft. Your installation of the Key Card is complete. If your EDM should ever have to be replaced with a unit with a different serial number, the factory will reprogram your Key Card to match the new serial number. You should always retain your fuel quantity calibration records, as these may need to be manually re-entered in a different or serviced unit.

9 Page 9 of 45 Rev C 9.1 EDM-960 in aircraft with wing-mounted engines Figure 1 RAD: Left/Right engine Cockpit Display unit Back of Display unit

10 Page 10 of 45 Rev C 9.2 EDM-960 in aircraft with centerline thrust engines FRONT/REAR engine RAD s must be oriented top to bottom as shown below. FRONT REAR EDM-960 centerline thrust display

11 Page 11 of 45 Rev C Routing the Wiring Harnesses Five connectors are protruding from each of the two EDM-950 DAU s, one for each engine. Connect the five wiring harnesses to the rear of the 950 DAU mounted on the cold side of the firewall and run the cables through the firewall into the engine compartment. Allow sufficient service loop to facilitate removal of the connectors for servicing. These wiring harnesses are labeled as follows: EDM-950 Harness PN DAU P Oil temperature, Induction temperature, Carburetor temperature, Outside air temperature, Turbine inlet temperature, Turbine inlet temperature 2, Engine ground. P CHT, EGT 6 cylinder 10 feet CHT, EGT 4 cylinder 10 feet P RPM, MAP, Oil pressure P Fuel flow transducers FX-201, GPS P Fuel pressure (VDO), amperes, Voltage, and fuel level. RAD s Category 5 jack and cable for EDM-960 External remote display P Part of fuel qty sensor interface. Connects with J6 and P5 P FQ, interface to Fuel tank. P Power for DAU, GPS, Aux Light to display on cockpit display P9/P Connector Lft/Rt Data (field installed to P11) P Power DAU, Data for DAU P Optional Aux Light interface cable to J12 on P8 Route the wires from the connectors through the firewall using fireproof rubber grommets and flame retarding silicone. Use an existing hole if possible. All wires must be routed away from high temperature areas (exhaust stacks, turbochargers, etc.). Secure probe and sensor leads to a convenient location on the engine approximately 8 to 12 inches from the probe or sensor, being sure there is sufficient slack to absorb engine torque. It is essential in routing the probe wire that this wire not be allowed to touch metal parts of the air-frame or engine since abrasion will destroy this high temperature wire. Secure wires along the route to the indicator. Secure wire using original clamps, tape or tie wrap if possible. EDM-960 Display Wiring Harness EDM-930 Display Harness PN Description LEFT/FRONT RAD Category 5 jack and cable for RAD Right engine RIGHT/REAR RAD Category 5 jack and cable for RAD Left engine P pin D-Sub - GPS RS232, GND, Aux Tank Intfc. LEFT/FRONT ENGINE (P9) RIGHT/REAR ENGINE (P10) Canon Plug (Installer wired) - Power, RS232 MFD data Canon Plug (Installer wired) - Power, RS232 MFD data CAUTION: Be sure any wiring does not obstruct the control movement under the instrument panel. The probe wires must not be tied in with ignition, alternator or engine cabin heater ignition wires because of potential interference with readings. The temperature probe wiring harness is made of Chromel-Alumel alloy wires that must not be substituted or extended with copper wire. The power and ground wire are normal copper. Temperature probe leads may be spliced with additional Chromel-Alumel wire using copper butt splices.

12 Page 12 of 45 Rev C When the installation is complete all wires should be secured using ties and carefully checked for interference, rubbing or chafing with flight control cables or other moving parts. 10. Power Connection The EDM-960 automatically accommodates either a 14 or a 28-volt electrical system. Master Bus power must be individually provided, via three 5 amp circuit breakers, to the two DAU units and the EDM-960 head. See Section IMPORTANT: Insure the DAU ground wires are connected to the engine block. Any wiring extensions or additions beyond JPI supplied wiring must be MIL-W-32759/16 or equivalent. The EDM-960 has a 8-second warm-up. No connection to the aircraft dimmer system is required because the instrument dims automatically with reductions in ambient light. The instrument is designed to reset at less than 10 vdc bus power, therefore the instrument may reset on engine start (typical for 14 vdc systems). This is normal due to the starter loading down the battery output to below 10 vdc. 11. Probe Wiring When cutting the pair of leads to the proper length to connect to the probes, leave enough slack in the wiring so that probe may be interchanged to an adjacent cylinder if necessary for trouble-shooting and servicing. Thermocouple wire length is not critical and should be trimmed to any length as required for a clean installation. The Temperature probe must be wired with the correct polarity. The temperature probe connects to its temperature indicator with yellow jacket Teflon Chromel-Alumel wire supplied. Strip the wires as shown below observing colorcoding. Thermocouple wire harness red 2 1/4" yellow 1/4" 1 1/2" Fold back wire double before crimping terminals Terminate each wire with a crimp-on ring terminal, provided. The ring terminals may be crimped with a service-type tool, however AMP part number crimp tool is recommended. Verify the quality of each crimp with a sharp tug on the wire. The terminal should be impossible to pull off when crimped correctly. ring terminal shrink tubing Place a ¼ x 4-inch sleeve over each pair of wires in the wiring. Connect the wire ring lug to the probe ring lug using the supplied number 4 screws and nuts, placing the star washer between the ring lugs, not against the nut. to instrument Important: place star waster between two ring terminals and tighten nut and bolt as necessary to probe Slide the sleeve over the joint and secure with three tie-wraps. tie-wrap 3 places 1/4 x 4" sleeve The most common installation problems are related to poor quality terminations.

13 Page 13 of 45 Rev C 12. Wiring Markings The EDM-960 is supplied with special Teflon insulated Chromel Alumel factory assembled wiring harness configured for the correct number of cylinders. The wire harness is marked E1= EGT-1, C1= CHT-1, etc. NOTE: Unlike most other EGT & CHT installations the probe wire length is not critical and should be trimmed to any length as required for a clean installation. Do not extend the thermocouple wire with copper wire. 13. Exhaust Gas Temperature Probe (EGT) Installation Use the J2 connector harness or labeled E1 through E4 or E6. Remove the existing EGT gage and Probe. Replace with JPI probe M-111 in all exhaust stacks. The Model M-111 Probe will fit any engines where the existing holes in the exhaust stack are 1/8" to 1/4" in diameter. If no hole exists, it will require the drilling of a 1/8" diameter hole and ream to fit. It is important that each probe be mounted the same distance from its exhaust stack flange. A nominal distance of 2 to 4 inches from the exhaust flange is recommended. If the recommended distance is impractical because of obstructions, slip joints or bends in the exhaust system then position the probes a uniform distance from the flange as space permits. Do not mount probes in slip joints. Be certain to locate all holes BEFORE drilling to ensure that nothing interferes with the probe, clamp, screw or wire. Careful matching of probe position will provide best temperature readings. Insert the probe in the exhaust or previously drilled hole so that the tip of the probe is in the center of the exhaust stream. Tighten the stainless steel clamp to a torque of 45 in/lbs. Cut off the excess strap close to the screw. Clamp Seal Washer CHT probe exhaust stack EGT probe Drill no. 40 pilot hole, then no. 30 hole. 2" to 4" Thimble note orientation of slot Probe Position probe in approximate center of exhaust RADIAL ENGINE EGT Radial engine exhaust, require a larger EGT clamp (supplied) to fit the 2.5 inch exhaust pipe. The EGT probe is installed in the same fashion as a Lycoming or Continental engine and should be placed between the exhaust pipe flange and the accumulator at a distance of 2 to 3 inches form the engine exhaust flange. Cylinder head temperatures are measured with a spark plug gasket type probe placed under the front sparkplugs. Front spark plugs will read 15 to 20 degrees cooler than the rear plugs. Refer to the engine manufactures recommended location. Do not route the EGT/CHT harness in with the ignition harness. Do not extend the yellow thermocouple leads with copper wire.

14 Page 14 of 45 Rev C 14. Turbine Inlet Temperature (TIT) Probe Installation (optional) Use the J1 connector harness and insert the yellow wire into the connector pin 16 and the red wire into pin 17. The standard TIT probe PN M111-T with a #48 clamp is placed in the exhaust stack accumulator to a maximum depth of 1/2 inch and approximately 4 inches from the turbine inlet if possible, on the waste-gate side of the turbine Using the Factory original TIT Probe The factory installed TIT probe (K-calibration) is compatible with the JPI EDM-960 System. Connect the JPI wire marked TIT. Replacement probes should be purchased per part number from the aircraft manufacturer. The EDM-960 permits you to remove the factory installed TIT indicator and leave the TIT probe installed. Connect the JPI wire marked TIT directly to the probe noting color polarity. The TIT probe should now have only the JPI leads attached to it. No calibration of the EDM-960 is necessary. 15. Cylinder Head Temperature (CHT) Probe Installation Use the J2 connector harness or labeled C1 through C4 or C6. The JPI probe is a bayonet probe P/N 5050-T that has a captive 3/8-24 boss that is screwed into the head of each cylinder. For Indicator replacement, replace your existing CHT probe and adapter, a bayonet or screw in type with one supplied by JPI. Install the probe on the same cylinder from which you removed the original equipment probe. Your current CHT probe is installed in the hottest cylinder as determined by the airframe manufacturer. RADIAL ENGINE (CHT) SPARK PLUG GASKET The spark plug gasket probe, P/N M-113, replaces the standard copper spark plug gasket on one spark plug. The probe is usually placed on the Rear plugs. After many removals the probe may be annealed for re-use. Heat to 1100 o F and quench in water. 16. Outside Air Temperature (OAT) Probe Installation Connect the OAT probe to the LEFT ENGINE DAU J1 connector harness labeled OAT. All wiring must be type K thermocouple wire. Do not splice ordinary copper wire in any temperature probe circuits. probe washer Install the OAT probe, PN in the airframe manufacturer s recommended location. If this information is not available, place the OAT probe in clean airflow such as in a cabin air scoop or below the underside of the wing away from engine heat or exhaust. In this case it is recommended that the installation be done similar to the antenna installation. The outside aluminum shield tube is used to both hold the probe in place and shield it from radiated heat from the sun it can be replaced with a 5/16 nut. The OAT option is typically displayed as digital gauge and has no associated alarms. washer aircraft sheet metal shield tube used to secure probe 17. Compressor Discharge Temp Probe Installation (optional) Use the J1 connector harness and insert the yellow wire into the connector pin 3 and the red wire into pin 4. All wiring must be type K thermocouple wire. The Induction Air Temperature probe, (IAT), is installed just after the inter-cooler and the Compressor Discharge Temperature (CDT) just before the inter-cooler. The probe is the same as an EGT probe and installed similarly to an EGT probe. A large clamp is supplied to fit around the air duct leaving the inter-cooler. Alternately a 1/8 NPT fitting is available. IAT option is displayed as an independent digital temperature like "125 IAT". On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as 34 CRB.

15 Page 15 of 45 Rev C 18. Carburetor Probe Installation (optional) Use the J1 connector harness and insert the yellow wire into the connector pin 5 and the red wire into pin 6. All wiring must be type K thermocouple wire. Do not splice ordinary copper wire in any temperature probe circuits. Locate the access hole (1/4-24 thread) in the carburetor near the butterfly valve. Remove the screw plug now in that hole and screw the CRB probe into the carburetor throat. No drilling or machining of the carburetor is necessary. 19. Oil Temperature Probe Installation The sensor port is a standard 5/8-18 thread for both the Continental and Lycoming engines. Probe PN is a complete assembly using type K thermocouple wire (red/yellow). Connect the wire marked oil temperature observing polarity. Wire length has no effect on the readings. Oil temperature will be displayed as an independent temperature digital and bar-graph. Check with engine manufactures proper location for oil temperature. Check for oil leaks before first flight. 20. Oil Pressure Sensor Installation Use the J3 connector harness labeled OIL-P Oil pressure sensor mount using an aluminum clamp MS Mount to firewall. Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the drawing below. Use aluminum clamp to mount the pressure sensor to firewall. Do not mount the sensor directly to the engine Connect the other end of the hose to the engine manufacturer s recommended location for engine oil pressure. 21. Fuel Pressure Sensor Installation Use the J5 connector harness Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the drawing below. Use Aluminum Clamps MS21919WDG25, or WDG14 to mount the pressure sensor to engine mount structure or firewall. Do not mount the sensor s directly to the engine. Connect the other end of the hose to the existing pressure line. Later, you will connect the pressure sensor to the three pressure sensor wires through the supplied 3-pin connector. Part No A is for non-turbo engines and PN had a second port used to measure the upper deck pressure on turbo charged engines.

16 Page 16 of 45 Rev C 22. Ammeter Shunt Installation Use the J5 connector harness labeled AMP+ and AMP-. Connect the harness leads using ring terminals to the smaller terminal screws on the side of the shunt. The information will be displayed as Amp-1 and Amp-2 on the display. Typical charging circuit for a Cessna 310 (reference only)

17 Page 17 of 45 Rev C 22.1 Volt Meter reading is derived from the bus location that the EDM Display is wired to. A second voltage input is also available Load Meter Configuration. The shunt must be installed in the main bus where it will be the load meter configuration showing alternator load (positive only). Be sure that the negative side of the shunt is connected to the main bus in the load meter configuration. There are no alarms for the load meter configuration. 23. General Fuel Flow Transducer Installation Use the J4 connector harness labeled FFSIG (white), FFPWR (red), and FFGND (black). If no previous fuel flow transducer is installed, install transducer per Report 503, Rev B, 03/14/97, FUEL FLOW TRANSDUCER INSTALLATION. The EDM-960 receives signal from any installed FloScan Transducer with the following FloScan P/N s embossed on to the top of the transducer. The K-Factor is marked on the side of the Transducer and on an attached white ticket. Wire per drawing , Route the JPI wires along the existing wiring bundle lacing every foot. The EDM is approved to work with the following Shadin equivalent PN. FloScan PN Shadin equivalent PN 201-A 201-B / Before connecting any hoses to the transducer, thoroughly clean them and insure they are free of any loose material. Never pass air pressure through the transducer or use Teflon tape/pipe cement; damage will occur. Use only steel fittings never use aluminum fittings on transducer. Aluminum will gaul. Remove the transducer cap plugs only when ready to install the hoses. Note the direction of fuel flow marked on the transducer. Fuel must flow in this direction. Reverse flow installations will read ½ the required flow. Mount the transducer with the three wires pointing up. The K-factor is printed on the side of the transducer and on a tag. Write down the K-factor here for future reference. MS Clamp as required Aeroquip B Clamp Cut slit in fire sleeve Transducer up Fittings 1/4 NPT. Do NOT use aluminum fittings Aeroquip 303 hose OUT to carburetor, flow divider, or fuel injector 6 inches maximum from support IN Aeroquip Fire Sleeve AE102/62-24 from fuel tank, throttle body or engine driven fuel pump. The EDM-960 fuel flow transducer receives signal from any installed 201 transducer with part numbers imprinted on to the top of the transducer. For specific engine installations see Report 503

18 Page 18 of 45 Rev C 24. Fuel Level Interface Installation The EDM-960 has the capability to interface to 4 tanks in the aircraft s fuel level system. This is done by connecting the DAU directly to the senders or in some cases to the aircraft s fuel sender signal conditioner, for example the Pennycap system which converts capacitance (frequency) to a voltage output, typically found in Cessna Twins. The DAU has the capability to process signals from two types of sender signals: Resistive output, Voltage output. JPI provides the appropriate interface hardware (the P5 harness and any associated signal conditioners) based on information you provided when your order was placed. Once installation is completed, you will perform a fuel level calibration. The EDM-960 stores this calibration internally. NOTE: The fuel quantity function will not be available until this calibration has been performed successfully. Note: All Twin Aircraft are considered resistive even thought the sensor it self is capacitance. The Gull or Pennycap system converts the frequency to resistive values Resistive Output Type Sender System Locate the wires that run between the existing ships fuel gauges and the senders and disconnect them at the senders. For tanks that have more than one sender, the wiring between the senders must be retained. Make sure the senders do not have voltage on them before connecting to the EDM. Connect the EDM to the senders using the wire pairs coming from the signal conditioner (PN ) P7 as shown below. Note that one pair is for MAIN and the other is for AUX. Connect the SIG wire to the senders signal terminal (typically the center stud) and the GND wire to the closest ground terminal near or on that sender.

19 Page 19 of 45 Rev C 24.2 Voltage Output Type Sender System Voltage output type systems usually have a convertor box. This is typical with the Pennycap brand capacitive sender system. The Pennycap convertor box measures sender capacitance and converts it to a DC voltage output signal for the aircrafts fuel level gauge. In some cases the Pennycap convertor box alternately monitors two tanks per wing controlled by cockpit selector switch positions. This is typical for Cessna twins having 4 selectable tanks. The EDM can interface to this system with the addition of the dashed interface hardware (PN ) shown below. NOTE: This drawing is accurate for most models of the Pennycap system; however it is the installer s responsibility to verify proper connections to the Pennycap output signal. Note: The original ships gauge and all

20 Page 20 of 45 Rev C gauge selector switches and related annunciate lights must remain in the aircraft. The gauge could be mounted behind the panel if desired Fuel Tank Calibration Setting Fuel Calibration Points The EDM interfaces to various fuel level sensor types to facilitate direct reading of the fuel level in the aircraft fuel tanks. The EDM has a multi-point fuel calibration table that you must enter. This table contains calibration values (stored in non-volatile memory) used to translate sensor readings into the displayed fuel quantity values. The calibration information is collected and recorded on paper for later entry into the EDM. NOTE: Fuel quantity gauges will not be functional until the fuel calibration information has been entered into the EDM. You will use the EDM instrument itself as the measuring device to collect calibration data. The following describes the basic procedures necessary for collection and entry of data into the fuel level calibration table. Note: Any changes to fuel table data will be temporary until you execute the SAVE function (available after last cell of the last tank table is entered). Before beginning the fuel table entry/edit process, you must have properly installed and tested for correct functionality of the fuel sensors. WARNING: Never add or remove fuel from the aircraft when the master switch is turned on. Fuel quantity gauge performance is affected by many factors, such as the integrity of the sensor performance, the accuracy of the calibration data you collected and entered and most importantly your validation that the EDM fuel quantity gauge is accurate and repeatable after installation and calibration. You should not use the fuel quantity gauge system for any flight related operations until this validation criteria has been met.

21 Page 21 of 45 Rev C Capturing the sender reading at each calibration point: Getting Started Collecting Fuel Level Calibration Data using the EDM as a meter. 1. For each EDM monitored tank, create a paper table with the desired number of calibration points (2 to 5) and at what volume each will be. Number of calibration points to be entered into the system later. The zero gallon point reading is always taken with unusable fuel in the tank. Example of a completed 3 point table for LEFT tank: LEFT F 39.0 GAL GAL 1154 Readings E 0.0 GAL This screen provides real-time readings of all active fuel level sensors. Verify readings look normal. Reading are arbitrary whole numbers 3. Now add fuel as needed to match the required volume for a particular point. Allow this to settle, then take a reading and record it on paper adjacent to that point. 4. Repeat this process until all points have been recorded for each tank. Actual Screen Shot After you have collected your data After you have collected your data Entering / Editing Fuel Level Calibration Data The Fuel Table Editor is a spreadsheet type format allowing you to easily see the volume and related calibration values side by side. You can easily navigate through the cells to enter values. 1. With power off, hold in Button 3 (Button 1 being far left) and then turn on power. Wait until you see Do you agree with the disclaimer?. Tap YES if you agree and wish to continue.

22 Page 22 of 45 Rev C 2. Tap YES when you see Do you have table data?.

23 Page 23 of 45 Rev C 3. Tap USER when you see Do you want to restore user table? (Note: tapping FACTORY causes the fuel table stored on the Key Card to over-write any previous user entries in the fuel table. Use FACTORY if you want to start from the original factory default). 4. Tap POINTS when you see Do you want to edit the table?. 5. You see Points in LEFT, the current calibration points for the LEFT tank. 6. Tap/hold VALUE to change to the desired number of calibration points for this tank (2 to 5). Each Tank can have a different set of calibration points. So 5 points for Main and 2 points for Aux. 7. Tap TANK to select the next active tank and repeat previous step. Continue until all tanks points have been set.

24 Page 24 of 45 Rev C 8. Tap TABLE. You see Fuel Table Data ( White at top of screen) with a table. You may change any of the fuel levels in the left column except for empty. You will enter the readings taken previously on paper into the right column. 9. Tap/hold STEP to select the cell you want to edit. Tap EDIT to change the value. Tap or hold Modify to change digit. Tap digit to change another part of the number. 10. Tap SAVE to record it. Follow the on-screen menus to edit the value. Repeat previous step until all tanks data have been entered. 11. You see Save fuel tank data?. Answer SAVE to store all final data values or CANCEL to return to table editing. To complete the process, tap SAVE a second time. 25. GPS Interface The GPS is wired to the EDM-960 head. See Section for wiring reference. Refer to the Manufactures GPS manual for the required pin connections on the GPS.

25 Page 25 of 45 Rev C 26. Manifold Pressure (MAP) Sensor

26 FAA Approved Installation Manual for the EDM-960 Report No 909 Page 26 of 45 Rev A Date RPM Sensor installation Use the J3 connector harness and connect the 3 leads using the supplied 3-pin connector and pins. There are three types of magnetos commonly in use. You must have the correct RPM sensor for the magneto installed in the aircraft. The following part numbers apply: Slick -4000, use JPI P/N For the Bendix use P/N Dual magnetos use JPI PN Mount the sensor as shown in the appropriate diagram below. Bendix M agnetos Slick M agnetos Connector to harness Slick 6000, 4000 series non-pressurized JPI Mount sensor side of bracket towards magneto body, positioned over the magnet arm atur e Mount sensor side of bracket towards m agneto body Sensor ring munted under vent plug. Stem at right angles to magneto center line position limit TOP engine engine TOP engine position limit Connector to harness Alternate bracket locations Bendix 1200 series pressurized JPI Alternate bracket location Vent plug Spacer ring Sensor ring bracket Magneto body Connector to harness Slick 6000, 4000 series pressurized JPI Sensor must be moving overmagnet arm ature Remove this to mount screw brack sensor et engi ne engine Connector to harness Bendix -20, -21, -200, 1200 series non-pressurized JPI Mount sensor side of bracket towards m agneto body TOP engine Bendix Dual M agneto Slick 600 series R PM S IG G R N R PM G N D BLK R PM PW R R ED 1 rev M ar 2004

27 Page 27 of 45 Rev C 28. EDM-960 system Specifications and Limitations The following parameters must be customized for the aircraft into which the EDM-960 system is installed. Factory set limits or default values for EDM TIT 1650 F TSO-C43 2. CHT 450 F TSO-C43 3. Oil Temp Low 90 F TSO-C43 4. Oil Temp HI 230F TSO-C43 5. Oil Press low 15 psi TSO Oil Press Hi 100 psi TSO Vacuum 0-15 hg TSO RPM 2700 Limit and range TSO-C49 9. RPM set to cyl 6 TSO-C Map 32 In hg HI TSO-C Map setting In Hg TSO-C Fuel Pressure Hi 35 psi Injected TSO Fuel Pressure Lo 15 psi Injected TSO Fuel Pressure Hi 8 psi Carb TSO Fuel Pressure Lo.5 psi Carb TSO Fuel Flow 24 GPH TSO-C K-factor Carburetor filter smoothing Ammeter configuration (load or charge-discharge). Load NON TSO 20. HC-120 (% of HP) NON TSO 21. Fuel Level Resistive/Capacitive TSO Low fuel 10 Gal 23. Low time 45 Min 24. Main tank 75 gallons 25. Aux tank GPS set at GARMIN 27. Diff 500 degrees TSO-C CLD 60 degrees per minute TSO-C Amps limit 100 amps NON TSO 30. Record time, 6 sec intervals NON TSO 31. Hobbs on at 1000 RPM NON TSO During start-up the EDM may reset (typical on 14 vdc systems). This is normal due to extremely low battery voltage due to starter amperage draw. The conditions and test required for TSO approval of this article are minimum performance standards. It is the responsibility of those desiring to install this article either on or within a specific type or class of aircraft to determine that the aircraft installation conditions are within the TSO standards. The article may be installed only if installation of the article is approved by the Administrator. The functions of Volts, Amps, and Horse Power were tested to DO-160D and DO-178B, but not TSO d since no TSO exist for these functions. Deviation granted for TSO-C49b to include digital display and sensor. All TSO required probes, transmitters and sensors also tested to DO-160D.

28 Page 28 of 45 Rev C 29. EMI Radio Test: Even through the EDM-960 has been tested to DO-160E Section 20 (EMI) the installation itself could creates radio interference on specific frequencies. The following test is to insure that this does not exist EMI/RFI TESTS: perform tests, in accordance to the table below, to insure wire routing and connectivity has not compromised the signal integrity of the NAV/COM receivers. Power up the aircraft bus (or buses) in accordance with normal engine prestart procedures (see Aircraft Pilot Operating Handbook). Verify that the EDM-960 is operating normally. Set the frequency and audio panel to listen to that radio. Loud buzzing/humming is considered unusual noise in the context of these tests also the OBS needle should not move. Should any EMI noise be found that is attributed to the EDM-960 system, it must be corrected by shielding and/or rerouting wiring to eliminate the noise. If unusual noise is heard, remove power from the EDM-960 system to check if it is the source of this noise. If the EDM- 960 system is not the source of unusual noise then mark the table with a PASS. Frequency NAV/COM 1 (PASS/FAIL) NAV/COM 2 (PASS/FAIL) Comments

29 Page 29 of 45 Rev C 30. Component Parts List Twin engine -4 Cyl -6 Cyl -7 Cyl -8 Cyl -9 Cyl Display EDM-930 P/N C DAU EDM-950 P/N B-(xxx) EGT probe KIT PN TIT probe with option KIT CHT probe KIT PN OAT probe with option KIT IAT probe with option KIT Carb temp probe KIT Oil Temp probe with option KIT PN Oil pressure sender KIT PN A Fuel pressure sender KIT PN A Fuel pressure differential sender Kit PN Ammeter shunt KIT PN Fuel Flow transducer PN Fuel Level sender option MAP KIT PN A RPM one of P/N or, RAD P/N Component Parts List for EGT (KIT 12800), TIT (KIT 12000) Probe 1 Thermocouple type K probe PN M Stainless Steel Clamp Thimble 1 Stainless Steel Exhaust Seal Washer 1 Stainless Steel Screw Type Clamp 2 Ring Terminals 2 Screws and nuts 6-32 X 1/4 1 Fiberglass tube 3/8 x Component Parts list for CHT KIT Bayonet Probe Thermocouple type K Spring loaded PN 5050-T 1 Or Gasket thermocouple probe type K PN MM Ring Terminals 2 Screws and Nuts 6-32 X 1/4" 1 Fiberglass tube 3/8 x Component Parts list for IAT (KIT 11400) probe 1 Thermocouple type K probe PN M Stainless Steel Clamp &Thimble 1 Stainless Steel Exhaust Seal Washer 30.4 Component Parts list for OAT (KIT 1220) probe 1 P/N , OAT probe 2 Ring Terminals 2 Screws and Nuts 6-32 X1/4" Fiberglass tube 3/8 x 5

30 Page 30 of 45 Rev C 30.5 Component Parts list for CARB (KIT 11900) probe 1 P/N , CARB probe 2 Ring Terminals 2 Screws and Nuts 6-32 X1/4" 1 Fiberglass tube 3/8 x Component Parts list for OIL Temperature probe (KIT 12500) 1 P/N OIL probe 1 AN crush washer 2 Ring Terminals 2 Screws and Nuts 6-32 X 1/4" 1 Fiberglass tube 3/8 x Component Parts list for Kit Differential Fuel Pressure (only if required by POH) 1 P/N Fuel pressure sensor 1 P/N Clamp, Loop Cushioned 1 P/N Connector MS 3116F8-4S 30.8 Component Parts list for Oil Pressure sensor KIT P/N A Oil Pressure sensor 1 P/N Clamp, Loop Cushioned 1 P/N Connector Pack 3 Pin and Terminals 30.9 Component Parts list for Fuel Pressure Sensor KIT (only if required by POH) 1 P/N A Fuel pressure sensor 1 P/N Clamp, Loop Cushioned 1 P/N Connector Pack 3 Pin and Terminals Component Parts list for ampere shunt 1 P/N amp shunt 2 Ring Terminals Component Parts list for Fuel Flow Transducer 1 fuel flow transducer, 201 or 231 PN ,-2 8 inches of 1.5 dia. fire sleeve 1 3-pin connector housing 3 female pins 2 AN fittings (Continental) or AN (Lycoming) Component Parts list for MAP sensor KIT P/N A Manifold pressure sensor 1 P/N Clamp, Loop Cushioned 1 P/N Connector Pack 3 Pin and Terminals Components Parts list for RPM sensor P/N depends on Magneto make and model Bendix magneto -20,120.P/N Slick magneto 4000 or 6000 P/N

31 Page 31 of 45 Rev C 31. Weight and Balance Data DAU PN B EDM Lbs Indicator PN C-120, EDM-930 incl. 2 RADs 2.0 Lbs EGT / TIT / CDT / IAT / OAT probe 2.0 oz. each / lbs CHT / Oil Temperature probe 1.5 oz. each / lbs 4/6 Cylinder Harness 8 ft oz. each / 0.88 lbs RPM and MAP 5.0 oz / 0.42 lbs Fuel Pressure Sender 5.0 oz / 0.42 lbs Oil Pressure Sender 5.0 oz / 0.42 lbs Harness each 1.0 Lbs

32 Page 32 of 45 Rev C 32. Pilot Programmable Mode Refer to the Pilots Guide for specific Pilot Programming details. Basically to start the Pilot Program procedure, simultaneously hold the STEP and LF buttons for five seconds. You will see the word PROGRAM for two seconds and then the example sequence shown in the chart below. Tap the STEP button to advance to the next item in the list. Hold the STEP button to step back to the previous item. Tap the LF button to select alternate values of that item. Simultaneously hold both STEP and LF to exit. STEP advances next item LF sequences through these values Comments PROGRAM Stays on for two seconds. FUEL N FILL? N Tap LF to change fuel status. Exits program mode when done. RATE Index rate (pause time in seconds) in the Automatic Mode. 0 disables the Automatic Mode. OAT F OAT F OAT C OAT 0 OAT-I0 OAT I0 EGT I?N EGT I?N EGT ICY HIP I25 70 HP HIP= MAP 29.9 MAP KF I25 TR IP? N TR IP? N TR IP? Y HOBS VAL 2424 ENG 25 EDM 3567 FRM END? Y END? Y To calibrate the OAT 10, hold both the STEP and LF buttons simultaneously for five seconds, which will proceed to the next step. Otherwise the next step will be skipped. This step will be normally be skipped. Adjust the indicated temperature up or down by up to 10. For example, OAT 3 adjust the OAT 3 higher. Y Yes sets the digital display to one-degree resolution; N No sets 10. (10 resolution is easier to interpret the Get s.) %HP display will change when HP constant is adjusted. Hold STEP and LF for 5 seconds until you see ADJUST to set the HP calibration. Tap STEP to continue to the next step. See page 26 To adjust the MAP, hold both the STEP and LF buttons simultaneously for five seconds, which will proceed to the next step. Otherwise the next step will be skipped. Adjust the MAP. See page 33 Adjust the instrument s K-factor to match the fuel flow transducer K-factor. See page 33 N No Upon informing the EDM that you refueled the aircraft, reset total fuel used to 0. Y Yes accumulate total fuel used rather than reset to 0 at each refueling. See page 33 Displays the engine hours and airframe hours. STEP exits the pilot programming mode. LF reenters pilot programming mode.

33 Page 33 of 45 Rev C Programming the Horsepower Constant You must adjust the HP Constant once for your aircraft. You must perform this adjustment in the air while the aircraft is in flight between 5,000 and 8,000 feet MSL. 1. Enter the pilot program mode by simultaneously holding the STEP and LF buttons for five seconds. 2. Tap STEP repeatedly until you see for example HIP = I25. Then hold both the STEP and LF buttons display until you see ADJUST, followed by HIP= I25. The adjustment range for the HP Constant is 45 to Set the MP and RPM per your POH to 70 percent power. Let conditions stabilize. 4. Change the HP reading on the EDM-960 to 70 percent by adjusting the HP constant in the lower display by holding or tapping the LF button. Percent HP should be close to 100 percent during takeoff at sea level. 5. Tap the STEP button to proceed to the next step Programming the MAP Sets the manifold pressure calibration (an sets the Carbureted fuel pressure zero points). You may need to correct the MAP based on the altimeter setting at a sea level airport. 1. Enter the pilot program mode by simultaneously holding the Step and LF buttons for five seconds. 2. Tap Step/OK repeatedly until you see for example HP Constant=125. Then hold both the first two buttons Step/OK and Change buttons display until you see Adjust, followed by HP Constant= Again, Hold both the two buttons, Step/OK and Change buttons display until you see ADJUST, followed by MAP+0. The adjustment range for the MAP is ±3.0 in Hg. As you adjust the MAP up or down you will see a change in the MAP gage under RPM. When you see the correct setting stop. 4. Tap the Step/OK button to proceed to the next step or hold both buttons again to exit setup. Do this one time and only if the MAP on your manifold pressure gauge doesn't match the MAP shown on the EDM-960 You must do this on the ground with the engine turned off. A. Absolute calibration: the table below shows the MAP for a given field elevation (down the left side of the table) and altimeter setting (along top row of the table). Find the entry in the table most closely matching your field elevation and current altimeter setting. Interpolate if necessary. Alt setting-> field elev Unless your airfield is close to sea level, do not set MAP to the local altimeter setting since that setting is the pressure corrected to sea level, and is not the same as your field elevation pressure. Tap or hold the LF button to change the MAP value. Tap the STEP button to proceed to the next item.